Railway signaling system



A g- 4, 1937- w. H. PETERSEN ET AL- 2,091,104

RAILWAY SIGNALING SYSTEM Filed April 25, 1955 4 Sheets-Sheet 1 mmozwwM000 INVENTORS WILLIAM H. PETERSEN LEROY WYANT ATTORNEY.

1937. w. H. PETERSEN ET AL 2,091,104

V .RAILWAY SIGNALING SYSTEM Filed April 25, 1935 4 Sheets-Sheet 2 mmlom.

INVENTORS WILLIAM H. PETERSEN LEROY WYANT ATTORNEY.

g- 1937. w. H. PETERSEN ET AL 2,091,104

' RAILWAY SIGNALING SYSTEM Filed April 25, 1935 4 Sheets-Sheet 3 COIt Ivll] 0 H E LL 0 1 LL! 5 0 a a 63 K 35 E as Q l o 2 8 o w m E v I l 6INVENTORS WILLIAM H. PETERSEN BY LEROY WYANT ATTORNEY.

1937. w. H. PETERSEN ET AL 2,091,104

RAILWAY SIGNALING SYSTEM Filed April 25, 1935 4 Sheets-Sheet 4 TWISTEDPAIR Flat

0 5 i 55 g i fE g 5 E E; "E E t 1:1 E% P- l&

I: 1; E I N 1 s5 E E 5 I5 i i INVENTORS i '5 WILLIAM H. PETERSEN 3;:LEROY WYANT ATTORNEY.

Patented Aug. 24, 1937 UNITED STATES LWLIM PATENT OFFICE RAILWAYSIGNALING SYSTEM William H. Petersen and Leroy Wyant, Chicago,

Ill., assignors to Associated Electric Laboratories, Inc., Chicago,aware Application April 25,

4 Claims.

, cuits and defective railroad structures control track-side signals andtransmit codes over the dispatchers line to inform the dispatcher of thetrain locations and of a particular defect in the permanent way if suchdefect should occur.

In accordance with the present invention a bridge or wooden trestle hasa twisted pair of wires passing promiscuously throughout the structureso that in case of fire the insulation will burn off and short the pair.In addition falling weights or the collapse of the framework may openone or both wires. In case the twisted pair of wires should be shortedor opened a relay which is normally energized over the twisted pairfalls back and causes the transmission of a speo cial code over thedispatchers line, identifying this particular bridge. This same relay,in addition to the above, alters the signal control circuits so that thesignals associated with this bridge section of track will automaticallyindicate danger to a train approaching this bridge section.

Another feature relates to the use of the dispatchers line adjacent therailway track sections for the transmission of a special distinctivebridge code signal in case of fire or other damage to a bridge in one ofthe track sections in combination with the standard practice of usingthe dispatchers line for conversation between the dispatcher and anumber of way stations and for the transmission of different codesignals by the code senders at the several O-Sing positions along thetrack. The bridge code signal and the O-Sing code signals beingsuificiently different so as to readily distinguish a bridge signal froman O-Sing signal even if the two were transmitted simultaneously overthe dispatchers line.

The accompanying drawings diagrammatically show the apparatus andconnections of a railway signaling system embodying this invention.

Fig. 1 shows a well-known type of way station connected to thedispatchers line. The way station comprises an induction coil IC, a keyK for connecting the operators telephone set to the dispatchers line,and the well-known Western Electric type of ringer and selector.

Fig. 2 shows a similar type of selector and a code sender fortransmitting a code over the dispatchers line, indicative of thisposition and the direction of train travel. The code sender comprisesstart, stop, code, and directional relays 55 and a motor magnet forstepping the wipers over 111., a corporation of Del- 1935, Serial N0.18,150

the switch banks of the sender. The contacts in the switch banks areWired in a certain manner to send a predetermined code indicating thelocation and the direction of train travel.

Fig. 3 shows in its upper portion eight sections of track, signals SI toS5, and the usual associated relays in a block system. A bridge is shownin section 5 and such bridge is wired with a twisted pair of wires whichnormally hold relay B in energized position over its front contactsafter being placed in energized position by hand. Relays B, Ll to L4,and RI and R2 in combination with the track relays control the lampsassociated with their respective signals.

A high pitched code sender and a selector is shown in the lower portionof Fig. 3. The sender comprises a group of slow acting relays, avibrating relay having a weighted armature spring such as disclosed inBritish Patent No. 289,602, an inductively wound code transmittingrelay, and a stop relay controlled by the selector. This sender isstarted in operation when relay B falls back,and may be wired to sendone of three different codes dependent upon the number of dottedconnections connected to the battery terminal T.

In Fig. 4 is shown a square which diagrammatically represents the sametype of selector and code sender as shown in Fig. 2. The bank contactsof this sender, however, are wired to transmit a different code.

Fig. 5 shows a dispatchers ofiice having the well-known type of WesternElectric sender for controlling the way station selectors and adispatchers loud speaking telephone equipment. The sender comprises ahold relay HR, a reversing relay RR, and selector keys, such as SK, fortransmitting reverse battery pulses over the dispatchers line to operatethe. selectors associated with this line. The dispatchers telephoneequip. ment comprises two induction coils and plug and jack connectionsfor connecting the dispatchers transmitter T and receiver R to thedispatchers line. An amplifier comprising in-put and output transformersand two vacuum tubes is normally connected to the dispatchers line byway of the key K and induction coil IND. COIL for controlling the loudspeaking telephone LS. The adjusting resistance AR. is for use inproducing an adjustment for the loud speaker volume. A foot switch FS isprovided to cut in the dispatchers transmitter and to partially shortcircuit the out-put transformer, thereby making the loud speakerpartially inoperative.

Fig. 6 shows a. side View of a bridge having a twisted pair of wirespassing promiscuously over and around the structure comprising theframework of the bridge as shown. Tnis twisted pair of wires is normallyprovided with an insulation which in case of fire causes the pair to beshorted. The wire is placed on the bridge so that if any portion of theframework should be weakened by fire or other causes to an extent whereit is no longer safe for a train to proceed over the bridge, such wireis either shorted or opened. The wire may be opened by the collapse of aportion of the framework or by a weight falling on the wire and breakingit. An iron Weight, as shown in the side view, is suspended on woodenpegs in the bridge timber and a fire on this portion of the bridge willcause the weight to fall on taut wires between the timbers to break thesame.

Fig. 7 shows a top view andFig. 8 an end view of this bridge.

The dispatcher may selectively call and converse with operators at thevarious way stations over the dispatchers line in the well known mannerby operating a selector key at his sender to send the code of thedesired way station, while the operators may at any time converse withthe dispatcher by simply removing the receiver from the switchhooksprings. For example, it will be assumed that the dispatcher wishes totalk to the way station operator at the way station shown in Fig. 1. Thedispatcher operates a selector key, such as SK to transmit reversebattery pulses in accordance with the code of this way station over thedispatchers line. Assuming that the selector key SK is the key operated,holding relay HR is operated from one pole of battery Bis, contactspring it, impulse wheel H, winding of relay HR, to the other pole ofbattery Bi l. Relay HR operates and closes contacts 6| and 62 therebyconnecting battery B! 3 40 to the dispatchers line conductors l and 2 byway of armatures 63 and 54 and their back contacts, the retard coils,contacts SI and 62, and conductors 6G and 59 to the dispatchers line.When springs 69 and ill close a circuit is completed for operatingreversing relay RR as follows: from one pole of battery BM, springs l0and 59, through the winding of relay RR to the other pole of battery.Relay RR operates its armatures 53 and 14 to reverse the batteryconnections from battery B13 to the dispatchers hne in accordance withthe code of selector key SK in the well-known manner. All of theselectors on the dispatchers line are operated by these reverse batterypulses but only one of these selectors, for instance the selector inFig. 1, has its code pins set to complete a circuit in response tothisparticular transmitted code. The code pins on the selector are locatedso that after the first set of impulses the code wheel will be inposition for the holding spring to engage with the first code pin. Thesecond code pin is located so that after the second set of impulses thecode wheel will be in position for the holding spring to engage with thesecond code pin. The third set of impulses then advances the code wheelso that the permanent code pin is in position to engage with the holdingspring and at the same time the contact spring is directly over andmakes contact with the ringing terminal to complete the circuit foroperating the ringer. In the present instance it is assumed that thecode wheel I! (Fig. 1) has been set in accordance with the transmittedcode so as to complete the circuit through ringing terminal l8 to causethe operation of the ringer at this station. The circuit for operatingthis ringer extends from one pole of battery through the code wheel ll,ringing terminal I 8, and ringer to the other pole of battery. The bellat the station will ring for about two seconds after which .an impulsefrom the calling key will release the selector and open the ringercircuit. While the bell is ringing a tone or answer-back will be heardin the loud speaker or receiver thereby notifying the dispatcher thatthe ringer is operating.

The operator at the called way station removes his receiver from theswitchhook thereby completing a circuit for his receiver R as follows:from the lower left-hand terminal of the induction coil IC, switchhooksprings 9 and i5, receiver R, spring II and its resting contact to thelower right-hand terminal of induction coil IC. In case the operator atthe way station desires to talk to the dispatcher the key K is actuatedto bridge the transmitter T and a local battery across the lower lefthalf of the induction coil 10 by way of key springs 52 and i3 andsprings 9 and I4.

Voice currents are induced through windings of the induction coil 10 andthence over the dispatchers line.

.At the dispatchers oilice (Fig. 5) the voice currents are inducedthrough the left-hand induction coil, through key springs 65 and 6E andtheir resting contacts to the in-put transformer IPT of the amplifier,through the upper vacuum" tube, out-put transformer OPT to the loudspeaker LS. The amplifier in the well known manner amplifies the voicecurrents received and causes the loud speaker to audibly reproduce thevoice currents in such a manner that the dispatcher need not wear ahead-phone. In

case the dispatcher desires to disconnect the l loud speaker and use,the head set, the plug P is inserted in either set of jacks and the keyK is operated. Incoming voice currents through; the left induction coilextend by way of key springs 65 and 66 and their working contacts,sleeves of jacks J and the sleeve contacts of plug P through thereceiver R. In case the dispatcher desires to talk to the distant waystation oper.-

ator, the foot switch FS is operated to close springs 61 to bridge thetransmitter -T and battery BIS across the right-hand winding of theright induction coil IC by way of the tip conductors of plug P and thetip springs of jack J. Since: dispatching systems of this type are oldand well known it is believed that the above brief description willsuffice. In order to describe the operation of the OS sender equipmentshown in Fig. 2 it will be assumed that a train proceeding in anortherly direction has entered track section I and follows through thetrack blocks shown in Fig. 3 thereby causing the deenergization of trackrelay Tl. A circuit for energizing relay GS of the sender may now betraced as follows: from one pole of battery, conductors 33, 25, and 35,contacts 502 of the operated track relay TI, conductor 35, relay CS, andconductor 34 to the other pole of battery. Relay CS thereupon energizesand at its armature 42' closes its front contact to complete a circuitfor energizing directional relay DS as follows: from one pole ofbattery, conductor 33, conductor 2i, armature 42, armature 44 and backcontact, and through the winding of relay DS to conductor 34 and theother pole of battery. At armature 45 relay DS opens the circuit todirectional relay DN to prevent its energization and at armature 41 andfront contact prepares a looking or stick circuit for itself. Atarmature 48 and front contact relay DS connects wiper 82 by way ofconductor 8 to code relay CO. Armature 42 also completes a circuit forenergizing start relay SS as follows: from one pole of batteryconductors 33 and 2i, armature 42, conductor 3, through the winding ofstart relay SS to conductors 58, 5?, 8?, and 34 and battery. Atarmatures 9! to 9d, inclusive, start relay SS, upon energizing, preparescertain circuits and at armature 95 and front contact bridges thesecondary winding of induction coil IC across the dispatchers line; thisbridge including armature 95 and front contact, condenser C, variableresistance R and armature ti] and back contact.

As the train proceeds north and enters section 2 track relay T2deenergizes and at armature Hi5 and back contact completes a circuit forenergizing relay CN as follows: from one pole of battery, conductors 33,25, and 85, armature M5 and back contact, conductor 22, winding of relayCN, conductor 3& to the other pole of battery. At armature ii and frontcontact relay CN completes a circuit for energizing start relay SN fromone pole of battery, conductors t3 and 2B, armature ii, conductor l,winding of relay SN to conductors 59, 53, 5?, 3?, and 34 and the otherpole of battery. The circuit to directional relay DN is not completed atthis time because its circuit is open at armature d5. Relay SN, uponenergizing, at armature 52 completes the stick circuit of the energizeddirectional relay, in this case relay DS as follows: from one pole ofbattery, conductor 33, back contact and armature 38 of stop relay ST,front contact and armature t, armature 52 and front contact, conductorl, armature ll and front contact, through the winding of relay DS toconductor 34 and the other pole of battery. At armatures 92 and 53 astick circuit for relay SN is completed from one pole of battery,conductor 33, armatures 38, 92, and 53, conductors 6 and t, through thewinding of relay SN to conductors 59, 58, 5?, 37, and 3 3 and the otherpole of battery. A similar stick circuit is completed for relay SS byway of conductor 63, armatures 88, 93, and 54, conductors 5 and 3, relaySS, and conductors 58, 5?, Lil, and 36. At armature 56 relay SN shuntsarmature 9i; and at armature 55 completes a circuit for operating themotor magnet M of the code sender as fo lows: from one pole of battery,conductors 33 and frontcontacts and armatures 55 and 9d, armature 89 andback contact, interrupter springs 93, winding of motor magnet M,condoctor 96 to conductor 3d and the other pole of battery. The motormagnet M energizes over this circuit and at its interrupter contacts 93interrupts its own circuit.

The code switch comprises a number of wipers 82 to 8'1, inclusive, whichare adapted to be rotated in the direction indicated by the arrows overtheir associated switch banks under control of the motor magnet M bymeans of a well known pawl and ratchet arrangement in which the pawl ispositioned preparatory to the stepping of the wipers on the energizationof the motor magnet M. When the magnet M is deenergized the pawl theirlast set of bank contacts while wipers 8B, 84, and are resting on theirfirst set. When wiper 8d engages the first one of the two bank contactsit, a circuit is completed for energizing the code relay CO as follows:from one pole of battery, conductors 33 and 23, armatures 55 and 94 andtheir front contacts, armature 89 and back contact, winding of coderelay CO, wiper 84, Est contact 16 connected to conductor 33, conductor37, conductor 34 and the other pole of battery. At armature 24 and frontcontact relay CO completes the circuit through the lower or primarywinding of induction coil IC from battery as follows: conductors 33 and23, armatures 55 and 9d, armature 89 and back contact, armature 2d andfront contact, lower winding of induction coil IC, conductors 59, 58,5'1, and 31, to conductor 3 and battery. The current flowing throughthis circuit induces a current flow in the upper secondary winding ofthe induction coil 1C. This induced current is transmitted over thedispatchers line by way of conductor 39, contacts 55 and $5 in multiple,condenser C, variable resistance R, contacts Qt, upper winding ofinduction coil IC, and conductor it. This induced current produces anaudible click in the loud speaker LS at the dispatchers station in thewell known manner. The resistance in the above traced circuit may beadjusted to modify the loudness of the click in the loud speaker LS.

The code relay CO is maintained energized over the second bank contactl6 and deeperglzes when wiper a l steps into engagement with its thirdor dead bank contact. The code relay CO is therefore held energizedduring the time it takes the wipers to take two steps and this intervalof time corresponds to a dot in the 1 Morse code. When the code relaydeenergises in response to wiper 8d reaching its third bank contact thecircuit through the lower winding of When wiper 3 is next stepped intoengagement with its fourth bank contact the code relay is againenergized for a time interval corresponding to a dash in the Morse codesince four bank contacts, the fourth, fifth, sixth, and seventhcontacts, are multipled as indicated at 17. The code relay is thereforeenergized for four successive steps of the wipers for a dash and twosuccessive steps of the wipers for a dot. By referring to the drawingsit will be seen that Wiper 85 sends only one dot and one dash for thefirst letter or figure of the code in this code letter A. Wiper 85 isnext effective to send one dash and three dots corresponding to the codeof letter B as indicated at l8, l9, 8t, and 8t. Since directional relayDS is energized wiper 82 is next effective to send a dash and a dotcorresponding to letter N or the direction of train travel. It will beseen that the code transmitted is dependent upon the battery connectionsto the bank contacts and that such connections may be altered totransmit any desired code. This code sender continues to send the codeas long as the start relays are energized. Since the start relays areheld energized by the deenergized condition of stop relay ST, the codewill be continuously transmitted until the stop relay ST is energized.

The code switch continues to operate and repeatedly sends the codeletter AB indicating the location or track sections and the letter Nindicating the direction of the movement of the train until stopped bythe dispatcher.

Before describing the manner in which code transmission is stopped abrief description of the 240 the induction coil IC is broken at contacts24.-

code sender will be given when a train enters section 2 traveling in asoutherly direction.

Assume now that a train proceeding along the railroad track in theopposite or southerly direction enters track section 2 thereby causingthe deenergization of track relay T2. At contacts I 45 track relay T2completes a circuit for energizing relay CN from one pole of battery,conductors 33, 25, and 35, contacts M5, conductor '10 22, winding ofrelay CN to conductor 34 and the other pole ofbattery. At armature GIrelay CN completes a circuit for energizing start relay SN from one poleof battery, conductors 33 and H, armature 4! and front contact,conductor 4, Winding of start relay SN, conductors 59, 58, 57, and 3?,to conductor 34 and the other pole of battery. At armature 56 relay SNbridges the secondary winding of induction coil IC in series withcondenser C and variable resistance R across the dispatchers line and atarmatures 52 to 55, inclusive, prepares locking circuit for relays DN,SN, and SS. Relay CN at armature 41 also completes the circuit forenergizing directional relay DN as follows: from one pole of battery,conductors 33 and 2!, armature 4i and front contact, back contact andarmature 45, through the winding of relay DN to conductor 34 and theother pole of battery. At armature 3D relay DN prepares a looking orstick circuit for itself; at armature 44 opens a point in the energizingcircuit to directional relay DS to prevent its energization at thistime; and at armature 5i connects wiper 83 by way of conductor 8 to coderelay CO so that the sender will send the code for letter S to indicatethe direction of travel of the train. When the train enters section Itrack relay Tl deenergizes and completes the previously traced circuitfor energizing relay CS. At armature 42 and front contact relay CScompletes the circuit for energizing start relay SS as follows: from onepole of battery, conductors 33 and 2|, armature 42 and front contact,conductor 3, winding of relay SS, conductors 58, 57, and 31 to conductor34 and the other pole of battery. 45 Since both start relays SN and SSare now energized the previously traced locking circuits of the startrelays are again completed. Relay DN locks energized over contacts 88,9!, 52 and 3!] and the previously traced self interrupting circuit ofmotor magnet M is again completed to continuously step the wipers of theswitch as previously described. Code relay CO is again operated totransmit the code AB encountered by wipers 84 and 35 after which, sincerelay DN alone is ener- 55 gized, wiper 83 is effective to operate coderelay CO in accordance with the code of letter S to transmit code letterS over the dispatchers line to indicate that the train is traveling in asoutherly direction. The code in this case comprises AB, indicatinglocation, and S, indicating direction. The code is continuously sentuntil stopped by the dispatcher.

The dispatcher may stop the transmission of this code by operating theselector in Fig. 2 to complete a circuit for the stop relay ST. The

stop relay ST is energized over the following circuit: from one pole ofbattery, conductors 33, 25, 25, and 2?, code wheel 3!, terminal 32,conductor Bl, through winding of the stop relay ST, and conductors 5T,31, and 314 to the other pole of battery. At contacts 90 the stop relayST opens the circuit through the upper winding of the induction coil 10to stop further code transmission, At the back contact of armature 89the stop relay ST opens the circuit to the code relay CO and the motormagnet M. At armature 89 and its front contact stop relay ST completes alocking circuit for itself by way of one pole of battery, conductors 33and 23, front contacts of armatures 55, 94 and 89, through stop relayST, conductors 51 and 31, to conductor 34 to the other pole of battery.At armature 99 and its front contacts stop relay ST completes a circuitfor automatically restoring the wipers of the code switch to theirnormal positions or the positions shown in the drawings. It will beassumed that at the time stop relay ST is energized wiper 86 or wiper 81is on one of the multipled bank contacts 29 connected to conductor 28.In this case a self interrupted circuit for operating motor magnet M iscompleted from one pole of battery, conductors 33, 25, 26, and 28, anyone of the multipled bank contacts 29, wiper 86 or wiper 81, armature 99and front contact, interrupter springs 93, winding of motor magnet M,conduc tor 55 to conductor 34 and the other pole of battery. Motormagnet M continues to interrupt its own circuit and step the wipers ofthe switch until such time as both wipers 86 and 81 come into engagementwith their normal position bank contacts in which case no circuit iscompleted for the motor magnet since these contacts are not connected toconductor 28. The wipers, therefore, remain in this position untilanother train arrives at this location.

At armature 88 and back contact relay ST, upon energizing, opens thelocking circuit of the energized directional relay DN or DS and alsoopens the circuits of start relays SN and SS which accordinglydeenergize. The deenergization of start relays SN and SS opens thelocking circuit of stop relay ST at armatures 55 or 96 thereby causingthe deenergization of stop relay ST since the selector is released bythis time by an automatic impulse over the dispatchers line. Sincerelays CN and CS deenergized when the train proceeded through thesetrack sections all of the relays and wipers of the code switch are nowrestored to normal.

The code sender shown by the square in Fig. 4 is somewhat similar tothat shown in Fig. 2 and is operated in the same manner when trackrelays T? and T8 are deenergized to close contacts M4 and I46. The codefrom this sender, however, is different since the code transmittedcorresponds to track sections l and 8.

Referring now to Fig. 3 the block signal control system will now bedescribed. For this purpose it will be assumed that a train enterssection I from the left and causes the deenergization of track relay Tl.At armature IUI track relay Tl opens the normally closed circuit torelay LI to cause the latter relay to deenergize. At armature I62 trackrelay Tl causes the operation of relay CS shown in Fig. 2 as previouslydescribed. Relay Ll, upon deenergizing, at armatures I01 and !08 opensthe normally closed circuit through the green lamp G of signal Si, andat the back contact of armature I07 completes the circuit forilluminating the red lamp R of signal SI over an obvious circuit. Atarmatures I09 and H0 relay Ll reverses the current flow over thesubsequently traced circuit through signal relay L3 whereupon signalrelay L3, being a polar neutral relay, operates its armature I36 to theright to prepare a circuit for the yellow lamp Y on signal S3. If atrain is in section 6 at this time the yellow lamp of signal S3 will beilluminated.

As the train proceeds and enters section 2 track relay T2 as deenergizedand at armature I03 maintains the circuit of relay LI open. At armatureI45 relay T2 operates relay CN to cause the code sender of Fig. 2 totransmit a code as previously described. At armature I84 relay T2 opensthe circuit of polar neutral relay L3 which has previously beenenergized over the following circuit: from one pole of battery B3,contacts Iilfii and I85, over the back contact of armature I32, throughthe winding of relay L3, contacts I24, I2I, III, armature H3 and itsback contact to the other pole of battery B3. Relay L3, upondeenergizing, at armature I3e opens the circuit of relay R2 and atarmature I35 opens the prepared circuit to the yellow lamp of signal S3.Relay R2, upon deenergizing, at armature I33 prepares the circuit forthe red lamp R of signal S3 so that this lamp will be illuminated incase a train enters section 6.

When the rear of the train leaves section I track relay TI againenergizes and at armature IBI prepares a point in the circuit of relayLI, while at armature !32 the circuit to relay CS is opened to cause thedeenergization of relay CS.

When the train enters section 3 track relay T3 deenergizes and atarmature I opens a further point in the circuit of relay LI, and atarmature I85 opens a further point in the circuit of signal relay L3.

When the rear of the train leaves section 2 track relay T2 energizes andat armature I 83 prepares a point in the circuit of relay LI and atarmature I34 prepares a point in the circuit of signal relay L3. Atarmature I45 relay T2 opens the circuit of relay CN thereby causing itsde- 'energization.

When the train enters section 4 track relay T4 deenergizes and atarmature III opens a further point in the circuit of signal relay L3 tomaintain this relay in deenergized position. At armature H2 track relayT3 completes a circuit for lighting the green, red, or yellow lamp ofsignal S2, dependent upon the operated condition of signal relay L2,which is controlled from the track sections beyond or track sections 5,6,

f I, and 3 and bridge relay B. In case there are no trains in sections5, 'I, and 8, and the bridge is not defective signal relay L2 will be inthe position shown in the drawings with the result that a circuit forthe green lamp G of signal S2 is completed from one pole of battery B4through the filament of the green lamp G of signal S2, left contact andarmature I I3, contacts I I5, front contact and armature H3, and throughcontact IIZ to the other pole of battery B4. If a train is in eithersection 5, B, or I or the bridge is destroy-ed, signal relay L2 andrelay RI are deenergizecl to complete a circuit for the red lamp R ofsignal S2 by way of armature I I3 and its bacl; contact, In case thereis a train in section 8 relays L2 and RI are in energized position, butarmature Ill of the polar neutral rela L2 is in its ri ht-hand operatedposition with the result that a circuit is completed to the yellow lampY of signal S2.

As the train leaves section 3 track relay T3 is energized to prepare apoint in the circuit for energizin signal relay L3 at armature I06, andat armature its completes the circuit for energizing relay LI overcontacts IGI and I03 and battery BI. At armatures It? and Hit and theirfront contacts the circuit for the green lamp G of signal SI is againcompleted, while at armatures and I it and their front contacts acircuit is prepared for operating the polar neutral .signal relay L3 soas to operate armature I36 other pole of battery BI I. At armature I24track relay T5 opens a further point in the circuit of signal relay L3so as to maintain this relay in deenergized position. Signal relay L2,upon deenergizing, at armature II I opens the circuit of relay RI, andat armature H5 opens the circuit of the green lamp G'of signal S2. RelayRI, upon deenergizing, at armature H3 and back contact completes acircuit for illuminating the red lamp R of signal S2.

When the rear of the train leaves section 4 track relay T l energizes toprepare a point in the circuit of signal relay L3 at armature III and atarmature I I2 opens the circuit to the red lamp R of signal S2. Thesignal S2 is new dark and will not be illuminated until another trainenters section II.

When the train enters section 6 track relay T6 deenergizes to maintainthe circuit of signal relay L2 open at armature I3I and at armature I32completes the circuit for illuminating the red lamp R of signal S3 asfollows: from one pole of battery B8, filament of the red lamp R ofsignal S3, back contact and armature I33, armature I32 to the other poleof battery B8.

When the train leaves section 5 track relay T5 energizes to prepare apoint in the circuit of signal relay L2 at armature I23, and at armatureI24 completes the circuit for energizing signal relay L3 over itsnormally closed circuit previously traced. At armature I34 signal relayL3 completes the circuit for energizing relay R2 and at armatures I35and I35 completes the circuit for illuminating the green lamp G ofsignal S3 when relay R2 closes its front contact at armature I33. Thiscircuit may be traced from battery B8 through the filament of the greenlamp G of signal S3, left-hand contact and armature I313, armature I35,front contact and armature I33, armature I32, to battery B8.

When the train enters section I track relay T'I deenergizes to open thecircuit of relay L4 at armature MI and at armature I42 opens anotherpoint in the circuit for signal relay L2. At armature I46 relay Tlcompletes the circuit for energizing a relay in the sender of Fig. IIcorresponding to relay CS. Relay L4, upon deenergizing, at armatures I31and I33 and their front contacts, opens the circuit to the green lamp Gof signal S4, and at the resting contact of armature I31 completes thecircuit for illuminating the red lamp R of signal 86. At armatures I39and I40 and their back contacts relay LI prepares a point in the circuitfor reversing the battery connections to signal relay L2.

When the rear of the train leaves section 6 track relay T6 energizes toprepare a circuit for signal relay L2 at armature I3I and at armatureI32 opens the circuit to the green lamp G of signal S3. in thiscondition until another train enters sec tion 6.

When the train enters section 8 track relay T8 deenergizes to open afurther point in the The signal S3 is now dark and remains circuit ofrelay L4 at armature I43'and at armature I44 causes the operation of thecode sender in Fig. 4 to transmit a code over the dispatchers line, aspreviously described for Fig. 2.

When the train leaves section 7 track relay T'I energizes toprepare apoint in the circuit for relay L4 at armature I4I, at armature I46 opensthe circuit to the code sender relay in Fig, 4, and at armature I42completes a circuit for energizing the polar neutral relay L2 asfollows: from one pole of battery BI I, armature I42, back contact andarmature I40, through the winding of signal relay L2, contacts I23, I23,and I3I, armature l39 and its back contact, to the other pole of batteryBi 5. Signal relay L2 energizes over the above-traced circuit and atarmature H4 completes the circuit for energizing relay RI. Relay L2, dueto the reversal of battery through its winding, operates its armatureII6 to the right to prepare a circuit for the yellow lamp Y of signalS2. Relay RI, upon energizing, at armature H3 and its front contactprepares a circuit for the yellow or green lamp of signal S2, dependentupon the operated position of armature H5. If a train should entersection 4 at this time the circuit for the yellow lamp Y on signal S2would be completed.

When the rear of the train leaves section 8 track relay T8 energizes tocomplete the normally closed circuit of relay L4 at armature I43 and atarmature H44 opens the circuit to the code sender relay of the codesender shown in Fig. 4. Relay L4, upon energizing, at armature l3? andback contact opens the circuit of the red lamp R of signal S4 and at thefront contacts of armatures I3? and I38 completes the circuit forilluminating the green lamp G of signal S4. At armatures I 39 and I 40and their front contacts, relay L4 reverses battery to signal relay L2to cause relay L2 to operate its armature to the left as shown in thedrawings to prepare the circuit for the green lamp G of signal S2. If atrain should enter track section 4 at this time the green lamp G ofsignal S2 is illuminated in the same manner as previously described.

Since the track shown in Fig. 3 is used for traffic in both directionsit will now be assumed that a train traveling from right to left overthis track enters section 3. Track relay T8 thereupon deenergizes toopen the circuit of relay L4 at I43, and at armature I44 causes theoperation of the code sender relay in Fig. 4. Relay L4, upondeenergizing, at armatures I31 and I38 extinguishes the green lamp G andilluminates the red lamp R of signal S4, as previously described. Atarmatures I39 and I4!) relay L4 reverses the current through the Windingof signal relay L2 to cause this relay to operate its armature H6 to theright, so that if a train enters section 4 the yellow lamp Y of signalS2 is illuminated.

When the train enters section I trackrelay T? deenergizes to maintainthe circuit of relay L4 open at armature I4l, at armature I43 causes theoperation of the code sender in Fig. 4, and

' at armature I42 opens the circuit of signal relay L2 to cause thelatter relay to deenergize. At armature H4 relay L2 opens the circuit ofrelay RI and at armature H5 opens points in the circuit to the green andyellow lamps of signal S2. Relay RI, upon deenergizing, at armature I I3prepares a point in the circuit for the red lamp R of signal S2, so thatthe red lamp of signal S2 is illuminated if a train enters section 4.

When the train leaves section 8 track relay T8 is energized to prepare apoint in the circuit of relay L4 at armature I43, and to open thecircuit of the code sender relay in Fig. 4 at armature I44.

When the train enters section 6 the track relay T6 deenergizes tomaintain the circuit of signal relay L2 open at armature I3I and atarmature I32 completes a circuit for illuminating the proper lamp ofsignal S3 in accordance with the occupied or unoccupied condition of thetrack sections beyond and the condition of the bridge section S. In caseno train is in sections 5, 4, 3, or 2, and the bridge in section 5 isnot damaged, the green lamp G of signal S3 is illuminated from one poleof battery B8 through the filament of green lamp G of signal S3,left-hand contact and armature I 36, armature I35, front contact andarmature I33, armature I32, to the other pole of battery B8. In casethere is a train in se" tion I relays L3 and R2 are in energized position, but armature I36 is in its right-hand operated position with theresult that the circuit through the yellow lamp Y is completed insteadof the green lamp. In case a train is in any one of the sections 2, 3,4, or 5, or the bridge is defective relays L3 and R2 are in deenergizedcondition, and the red lamp is illuminated over armature I33 and backcontact and armature I32.

When the train leaves section I track relay T7 energizes to prepare acircuit for signal relay L2 at armature I42, at armature I46 opens thecircuit to a code sender relay in Fig. 4, and at armature I4I completesthe circuit for energizing relay L4. Relay L4, upon energizing, atarmatures I31 and I38 extinguishes the red lamp R and illuminates thegreen lamp G of' signal S4. At armatures I39 and I40 relay L4 prepares apoint in the circuit of relay L2 so as tooperate its armature II 6 tothe left due to the reversal of battery connections thereto.

When the train enters section 5 track relay T5 deenergizes to maintainthe circuit of signal relay L2 open at armature I23 and at armature I24opens the circuit of signal relay L3. Relay L3, upon deenergizing, atarmature I34, opens the circuit of relay R2 and at armature I 35 opens apoint in the circuit to the yellow or green lamps of signal S3. Atarmature I33 and its back contact relay R2 completes the circuit forlighting the red lamp R of signal S3.

When the train leaves section 5 track relay T6 energizes to prepare acircuit for the signal relay L2 at armature I3I and at armature I32opens the circuit to the red lamp R of signal S3. The signal S3 is nowdark and will not be illuminated until another train enters section 6.

When the train enters section 4 track relay T4 deenergizes to maintainthe circuit of signal relay L3 open at armature III and at armature II2completes the circuit for the red lamp R of signal S2.

When the train leaves section 5 track relay T5 energizes to prepare apoint in the circuit of signal relay L3 at armature I24, and at armatureI23 completes the normally closed circuit for signal relay L2 aspreviously traced. Relay L2, upon energizing, at armature II 4 completesthe circuit for energizing relay RI, closes contacts H5 and operatesarmature II? to the left as shown in the drawings. Relay RI at armatureH3 lights the green lamp G of signal S2 if no train is in section 8,while if a train is in section 8 the yellow lamp Y of signal S2 isillumirelay L3 open at armature IilB and to open the circuit of relay LIat armature W5. Relay LI upon deenergizing, at armatures It]? and I68extinguishes the green lamp G and illuminates the red lamp R, of signalSi. At armatures his and lit and their resting contacts prepares acircuit for connecting reverse battery to signal relay L3.

When the train leaves section t track relay T i energizes to prepare thecircuit for signal relay L3 at armature IIi, and at armature IE2 opensthe circuit to the signal lamps of signal S2.

When the train enters section 2 track relay T2 deenergizes to maintainthe circuit of relay Li open at armature Hi3 and to maintain the circuitof signal relay L3 open at armature 554. At armature i 35 relay T2completes the circuit for energizing code relay CN as previouslydescribed.

When the train leaves section 3 track relay T3 energizes to prepare acircuit for relay LI at armature I05 and to prepare a circuit for signalrelay L3 at armature lfiii.

When the train enters section I track relay TI deenergizes to maintainthe circuit of relay LI open at armature Iill and at armature M2 causesthe operation of relay CS and the code sender shown in Fig. 2 totransmit the predetermined code over the dispatchers line, as previouslydescribed.

When the train leaves section 2 track relay T2 energizes to prepare acircuit for relay LI at armature I03, at armature I65 causes thedeenergization of relay CN, and at armature iii l completes the reversebattery connection to signal relay L3 to cause relay L3 to operate itsarmature I36 to its right-hand operated position. Signal relay L3, uponenergizing, at armature completes the circuit for relay R2 and atarmature I35 prepares points in the circuits to the green or yellowlamps of signal S3. At armature M3 and its front contact, relay R2prepares the circuit for the yellow lamp of signal SS.

When the train leaves section I track relay Ti energizes to close thecircuit of relay Li at arm-ature Hit, and to open the circuit of relayOS of the code sender in Fig. 2 at armature M2. Relay Li, uponenergizing, at armatures lil's and till? extingm'shes the red lamp R,and illuminates the green lamp G of signal SI. t armatures i639 and H9and their front contacts relay LI reverses the battery connectionthrough the winding of signal relay L3 to cause armature ISE to be movedto the left to prepare the circuit for the green lamp G of singal S3.The circuits of the signaling system are now in their normal position orin the position shown in the drawings.

It will now be assumed that due to fire the twisted pair of wirescrossing promiscuously over and around the frame work of the bridge areshort circuited or are opened due to fire or other damage to the bridge.In either case the bridge relay B is deenergized. Bridge relay B, upondeenergizing, at contacts E23 opens the circuit to signal relay L2, atcontacts I2! opens the circuit to signal relay L3, and at contacts l22closes a circuit for operating the relay code sender shown in the bottomof this figure to transmit a high pitched bridge code over thedispatchers line to the dispatcher, in a manner to be describedhereinafter.. Signal relays L2 and L3 operate in the same manner aspreviously described to open the circuits of relays RI and R2 so that atrain approaching the bridge section, or section 5, will operate the redlamps of signals S2 and S3 regardless of the occupied or non-occupiedcondition of the track sections beyond. The circuit for the red lamp Rof signal S2 is prepared at armature I I3 and its back contact andcompleted by track relay armature M2 when a train enters section 4. In asimilar manner the red lamp R of signal S3 is prepared at armature I33and its back contact and completed at armature H2 when a train enterssection 5. Signals S2 and S3 Will therefore automatically indicatedanger when a train approaches the bridge section at a time when bridgerelay B is denergized as a result of fire or other damages to thebridge.

As previously stated, in case relay B falls back due to the twisted pairof wires being short cir- I cuited or opened said relay at contact i522completes a circuit for energizing relay 5 33 as follows: from one poleof battery B52, conductor i154, contacts I22, conductor I55, backcontact and armature I94, back contact and armature I'l3, through thewinding of relay I63 to conductor B53 and the other pole of battery B52.Relay 563, as previously stated, is somewhat similar to the vibratingrelay shown in British Patent No. 289,602 and upon energizing operatesits weighted spring 575 so as to cause contacts Ht, Ill, and 278 toengage. At contacts HS, ill and lit relay Hi3 completes a circuit forenergizing relay Mi l from battery BIZ by way of conductors I53 and I54.At armature I8I relay I 64 prepares a holding circuit for itself and atarmature I fill completes a circuit over conductors E53 and le forenergizing relay Relay M5 at armature opens one point in the circuit totone relay 562 and at armature 682 completes a circuit for relay 5%.Relay IE8 at prepares one point in the c rcuit to tone rela E62 and at58 completes a circuit for relay 57. In a similar manner relays MS,55555, and ill! are energized in succession over contacts I86, E89, andlei. Relays I66, E63, and we prepare points in the circuit for the tonerelay it? at contacts E85, we, and W3, while relays 955, Hi, and I89open points in the tone re lay circuits at contacts 33, 58?, and 92.Armature i9 1 of relay ill opens the circuit of start relay I 53 whichthereupon releases its weighted spring I15 which vibrates for apredetermined length of time to alternately close contacts ill and H8,and HS and H9. Slow acting relay its, due to the circuit through contactldl and its retarded action, is held in operated position by theseaiternate closures for a predetermined time. When the amplitude of theweighted spring is reduced to a point where springs I'll and H9 are nolonger contacted, relay its deenergizes and at 53%] opens the circuit toslow acting relay i555 which deenergizes after an interval. Relays I66to Ilil, inclusive, deen-ergize succession in re sponse to the precedingrelay opening its. circuit. Due to the retarded action of these relaysthere is a slight interval of time between the deenergiza tion eachsucceeding relay and this interval is used to transmit a tone to thedispatcher by operating tone relay I62. For example, it will be assumedthat terminals 595, 5%, and 59? are connected by jumpers represented bythe dotted lines to the battery terminal T for transmitting a codecomprising three high pitched buzzes. The first part of the code istransmitted in response to the de-energization of relay 555 when relayI66 is still energized at which time tone relay N52 is energized overthe following circuit: from one pole of battery Biz, conductor I54,terminal T, dotted jumper, terminal 5%, contacts I85 and 583, in-"errupter contact iii of relay I52, through the right-hand winding ofrelay it? to conductor E53 and the other pole of battery. Due to itsinterrupter springs I'M tone relay I62 is rapidly energized anddeenergized over this circuit during the time it takes relay itfi tocompletely fall back and open contacts I85. The rapid interruption inthe energizing circuit of tone relay I52 induces a current in theleft-hand winding which is transmitted through the induction coil 10 andover wires I55 and I? and the dispatchers line in the well-known manner.After an interval 'relay I86 falls back and opens the circuit to tonerelay I62 at I85 and at I84 opens the circuit to relay 67. When relayIS'I falls back the tone relay is again operated, this time over acircuit extending from one pole of battery BIZ, conductor I56, terminalT, dotted jumper, terminal I96,contacts I98 and I8], interrupter springsHQ, and right-hand winding of relay 552 to conductor I53, and the otherpole of battery. Relay I62 vibrates as before and transmits the secondpart of the code over the dispatchers line. When relay I68 falls backafter an interval the circuit to tone relay I62 is opened at contacts 96to stop the transmission. After an interval relay I69 falls back andagain operates tone relay i853 over a. circuit this time includingterminal T, dotted jumper, terminal I9! and contacts I53 and I92. Asbefore, relay I62 transmits the third part of the code to the dispatcherand'when relay ilil finally falls back the tone is stopped. Thedeepergization of relay I'Iil at armature I94 again completes thecircuit for relay I63 which again energizes to cause the successiveenergizations of relays I6 3 to I'iii, inclusive, as previouslydescribed. The reenergization of relay I'ifl again opens the circuit ofrelay I63 which again vibrates 'its weighted spring I15 to maintainrelay H34 in energized position for a predetermined length of time.After an interval relays I 64 to I Iii fall back in the same manner aspreviously described 40 to again transmit the code over the dispatchersline. This tone continues until such time as relay B is manuallyenergized to open contacts I22 or until the dispatcher stops thetransmission by energizing and locking up relay I6I. It can be readilyunderstood that in order to change the code from three buzzes to one ortwo buzzes it is omy necessary to cut one or two of the dotted jumpersconnected to terminal T.

In the dispatchers office this high pitched code transmitted over thedispatchers line is audible in the loud speaker LS and immediatelyadvises the dispatcher that the bridge at this particular section is nolonger safe for trafiic. In accordance with the usual procedure thedispatcher will immediately take whatever steps are necessary to againplace the bridge in service.

If desired the dispatcher may stop the transmission of the bridge codeby operating the selector in Fig. 3 to close the circuit for stop relayI6I. The dispatcher, in order to stop the bridge code, transmits theimpulsing code from the apparatus in Fig. 5 which affects the selectorin Fig. 3 which completes the circuit for stop relay I6I as follows:from one pole of battery BI2,

conductor I54, contacts I22, conductor I55,

winding of stop relay IGI, code wheel I 5|, terminal I52, and conductorI53 tothe other pole of battery. Stop relay I6I at armature I'I2completes a. stick circuit for maintaining itself energized as long ascontacts I22 are closed. At armature I13 relay IEI opens the circuit torelay I63 so that this relay cannot again operate when relay IIIl fallsback at the end of the bridge code. When relay B is again energized thestick circuit to stop relay I 6I is opened whereupon said relaydeenergizes to allow the bridge code sender to function again.

Having described the invention and what is considered to be new and isdesired to be protected by Letters Patent, will be set forth in thefollowing claims.

What is claimed is:

1. In an audible railway signaling system, the combination of a commondispatchers line adjacent a railway track divided into sections, aplurality of O-Sing positions corresponding to certain of said sections,a code sender at each said position for transmitting a distinctive codeindicative of such position over the common dispatchers line in responseto a train arriving at the corresponding track sections, a bridgesupporting a portion of the track of one of said sections, a code senderindividual to said bridge for transmitting a different kind of codeindicative of this bridge over the common dispatchers line, said bridgecode being sufiiciently diiierent when simultaneously received with anO-Sing code for enabling the dispatcher to identify both the bridge codeand the particular O-Sing code transmitted, means for operating thebridge code sender in case of fire or other damage to said bridge, and adispatchers receiving set audibly operated by said diiferent transmittedcodes to enable a dispatcher to identify a bridge code and an O-Singcode in case both codes are simultaneously transmitted.

2. In an audible railway signaling system, the combination of a commondispatchers line adjacent a railway track having several O-S ingpositions for transmitting distinctive codes indicative of suchpositions over the common dispatchers line when a train arrives at thecorresponding track sections, a bridge supporting a portion of the trackin one of said sections, a bridge code sender operated in response tobridge trouble for transmitting a different pitched code over the commondispatchers line indicative of this. particular bridge to inform thedispatcher of the bridge trouble, the difference the bridge code and theO-Sing codes being sufficient in case a bridge code and an O-Sing codewere transmitted simultaneously to enable the dispatcher to identifyeach particular code transmitted, and a dispatchers receiving setaudibly operated by said diiferent pitched codes to enable thedispatcher to identify an O-Sing code and a bridge code in case bothcodes are simultaneously transmitted.

3. In an audible railway signaling system, the combination of a commondispatchers line asso ciated with a railway track divided into sections,

a plurality of O-Sing positions correspondng to certain of saidsections, a code sender at each said position for transmitting adistinctive code over the common dispatchers line indicative of both theposition and the direction of train travel'in response to a trainarriving at the corresponding track sections, a bridge supporting aportion of the track of one of said sections, a code sender individualto said bridge for transmitting a diiferent kind of distinctive codeover the common dispatchers line indicative of this particular bridge,said bridge code being sufficiently different when simultaneouslyreceived With an O-Sing code to enable the dispatcher to identify boththe bridge code and the particular O-Sing code transmitted, means foroperating said bridge code sender in case of fire or other damage tosaid bridge, and a dispatchers receiving set audibly operated by saiddifierent codes to enable the dispatcher to identify an O-Sing code anda bridge code in case both codes are simultaneously transmitted.

4. In an audible railway signaling system comprising in combination acode sender at each of a plurality of O-Sing positions along a railwayfor transmitting codes over a common dispatchers line and a bridge codesender associated with a bridge supporting a portion of the railwaytrack for transmitting a different type of code over the commondispatchers line, means in each O-Sing code sender for transmittingMorse codes over the dispatchers line indicative of its location inresponse to a train arriving at the corresponding O-Sing position, meansin said bridge code sender for transmitting a high-pitched tone codeover said common dispatchers line indicative of said bridge in responseto trouble at the bridge without interfering with a simultaneouslytransmitted O-Sing code, and receiving apparatus at the dispatchersstation audibly operated by said different codes for enabling thedispatcher to identify both the bridge code and the particular O-Singcode transmitted in case both said codes should be transmittedsimultaneously.

WILLIAM H. PETERSEN.

LEROY WYANT.

